JP5932460B2 - Control device for hybrid vehicle - Google Patents

Description

The present invention relates to a hybrid vehicle including an internal combustion engine and an electric motor as drive sources, and a stepped transmission divided into two systems of an odd-numbered-speed side shift shaft and an even-numbered-speed side shift shaft. It relates to a control apparatus for a hybrid vehicle for controlling the operation of the source and the transmission.

  2. Description of the Related Art Hybrid type vehicles that include an electric motor (motor) in addition to an internal combustion engine (engine) as a drive source are known. As a transmission used for such a hybrid type vehicle, for example, as shown in Patent Documents 1 and 2, the first transmission mechanism configured with odd-numbered gear stages (1, 3, 5 speed stages, etc.) is used. A second speed change mechanism comprising a first clutch (odd number clutch) capable of connecting / disconnecting one input shaft and the engine output shaft of the internal combustion engine, and an even number of speeds (2, 4, 6th speed, etc.). There is a twin-clutch transmission that includes a second clutch (even-numbered clutch) that can connect and disconnect the second input shaft and the engine output shaft, and that performs shifting by alternately switching these two clutches. In addition, there is such a twin clutch type transmission in which a rotating shaft of an electric motor is connected to a first input shaft of a first transmission mechanism.

JP 2009-262578 A JP 2010-76543 A

  In a hybrid vehicle having a twin clutch type transmission in which the rotating shaft of the electric motor is connected to the first input shaft of the first transmission mechanism as described above, power is transmitted via the second clutch (even-numbered clutch). The driving force (engine torque) of the engine can be transmitted to the drive wheels via the shift speed (generally 2nd speed) of the second speed change mechanism (even-numbered gear) to start or run the vehicle at a low speed. At this time, a part of the driving force of the engine can be transmitted to the motor (motor / generator) by power transmission via the first clutch (odd number clutch) to perform regeneration. Thus, a running mode is possible in which the vehicle is started or run at a low speed while charging the battery by regeneration by the motor.

  In the travel mode, the driving force distribution between the engine and the motor is determined in advance for the target driving force to be output to the driving wheels of the vehicle. The control of the starting driving force of the vehicle is balanced only by controlling the driving force (engine output) of the engine and the engagement switching control of the even-numbered clutch or the odd-numbered clutch. In other words, the control of the target engine speed at the time of vehicle start and low speed running is performed by adjusting the output torque of the engine and the torque (clutch torque) transmitted to the output shaft via the even-numbered clutch or the odd-numbered clutch. Yes.

  However, in this case, the sum of the output torque of the engine (engine torque) and the output torque of the motor (motor torque) determined from the target engine speed at which the fuel consumption rate is optimum is the torque required for vehicle travel (via the even-numbered clutch). The clutch torque transmitted to the output shaft side), and when the target engine rotational speed is higher than the rotational speed necessary for traveling the vehicle, the engine output torque is reduced to reduce the balance. Is taking. In this case, the output torque of the engine that has been reduced cannot be regenerated (charged) by the motor. Therefore, there is a possibility that a sufficient amount of regeneration by the motor cannot be secured. Further, by reducing the output torque of the engine, the engine cannot be operated in a state where the engine has an optimal fuel consumption rate (a state along the bottom line of the BSFC), which may hinder the improvement of the fuel consumption of the vehicle.

  On the other hand, when the sum of the engine torque and the motor torque determined from the target engine speed at which the engine fuel consumption rate is optimum is smaller than the torque required for vehicle travel, the target engine speed is required for vehicle travel. When the rotational speed is lower than the normal rotational speed, the balance is achieved by releasing the engagement of the even-numbered clutch or the odd-numbered clutch. In that case, releasing the engagement of the even-numbered clutch or the odd-numbered clutch may affect the vehicle behavior such as vibration and noise.

  The present invention has been made in view of the above points, and an object of the present invention is to transmit the driving force of an internal combustion engine with an even-numbered clutch and an even-numbered gear stage in a hybrid vehicle equipped with a twin clutch type transmission. An object of the present invention is to provide a control device for a hybrid vehicle that can improve driving force characteristics for starting or traveling while ensuring regeneration (charging) by an electric motor when starting or traveling at low speed.

  The present invention for solving the above problems includes an internal combustion engine (2) as a drive source and an electric motor (3), and is connected to the electric motor (3) and selectively via the first clutch (C1). The first input shaft (IMS) connected to the engine output shaft (2a) of the internal combustion engine (2) and the engine output shaft (2a) of the internal combustion engine (2) selectively via the second clutch (C2). Arranged between the connected second input shaft (SS), the output shaft (CS) for outputting power to the drive wheels (WR, WL), and the first input shaft (IMS) and the output shaft (CS). The first speed change mechanism (G1) that can set an odd speed and a second speed change mechanism that is arranged between the second input shaft (SS) and the output shaft (CS) and can set an even speed. G2), a storage device (30) capable of transferring power between the transmission (4) and the electric motor (3), A vehicle speed control means for detecting a vehicle speed, comprising: a control means (10) for controlling the combustion engine (2) and the electric motor (3) and controlling the speed change operation of the transmission (4). (39), and the control means (10) drives the internal combustion engine (2) by engaging the second clutch (C2) when the vehicle speed detected by the vehicle speed detection means (39) is less than a predetermined value. Force is transmitted to the output shaft (CS) through the lowest speed of the second speed change mechanism (G2) to drive the vehicle, and the first speed change mechanism (G1) is set to neutral and the first clutch (C1) is engaged. By combining, the first clutch (C1) transmits a part of the driving force of the internal combustion engine (2) to the electric motor (3) and performs the first traveling control for regeneration by the electric motor (3), At that time, the driving force used for regeneration by the electric motor (3) is changed. By causing, and correcting the driving force of the internal combustion engine (2) which is transmitted via the second clutch (C2) to the output shaft (CS).

  According to the control apparatus for a hybrid vehicle of the present invention, as described above, the second clutch is engaged, and the driving force of the internal combustion engine is set to the lowest shift speed of the second transmission mechanism (the even-numbered minimum shift speed). When the vehicle is driven by being transmitted to the output shaft, the first clutch is engaged and the first speed change mechanism is set to neutral so that a part of the driving force of the internal combustion engine is transmitted to the motor. Regeneration can be performed with an electric motor. At this time, the driving force for driving the vehicle transmitted from the internal combustion engine to the output shaft via the second transmission mechanism can be corrected by changing the driving force used for regeneration of the electric motor. As a result, it is possible to accurately correct the vehicle driving force output to the output shaft side without changing the driving force (output) of the internal combustion engine. Therefore, since it is not necessary to reduce the output of the internal combustion engine as in the conventional control, the regeneration amount of the electric motor can be ensured and the internal combustion engine can be in an optimum fuel consumption rate (a state along the bottom line of the BSFC). It becomes possible to drive, and the fuel efficiency of the vehicle can be improved. In addition, it is possible to effectively suppress the generation of vibration and noise due to changes in the driving force of the internal combustion engine regardless of the running state such as the start of the vehicle or low speed running.

  In the hybrid vehicle control device, the control means (10) performs control to change the engagement amount of the second clutch (C2), so that the second clutch (C2) is connected to the output shaft (CS). The transmitted driving force may be corrected.

  When the vehicle starts or when the vehicle speed is low, there may be a surplus of driving force for driving the vehicle even at the minimum output of the internal combustion engine. In such a case, the internal combustion engine that is transmitted to the output shaft via the second clutch is controlled by setting the output of the internal combustion engine (engine output) to the minimum output and changing the engagement amount of the second clutch. The driving force transmitted to the output shaft may be corrected by adjusting the driving force. As a result, it is possible to transmit a driving force suitable for starting the vehicle or traveling at a low speed to the output shaft side.

  In this case, the second clutch (C2) may be controlled so as to gradually change the engagement amount of the second clutch (C2). According to this, since the driving force of the internal combustion engine (2) transmitted to the output shaft (CS) by the second clutch (C2) can be gradually changed, it becomes possible to control the driving force precisely, and the vehicle The driving force characteristics can be further improved.

  In the hybrid vehicle control device, the sum of the driving force of the internal combustion engine (2) and the driving force of the electric motor (3) at the target rotational speed at which the fuel consumption rate of the internal combustion engine (2) is optimal is the vehicle. If the target rotational speed is higher than the rotational speed required for traveling of the vehicle when the driving power is larger than the driving power required for traveling, control for increasing the driving power used for regeneration of the electric motor (3) may be performed.

  In addition, when the total of the driving force of the internal combustion engine (2) and the driving force of the electric motor (3) at the target rotational speed is smaller than the driving power necessary for traveling of the vehicle, the target rotational speed is the traveling of the vehicle. When the rotational speed is lower than that required for the motor, it is preferable to perform control to reduce the driving force used for regeneration of the electric motor (3). Furthermore, in this case, if only the control for reducing the driving force used for regeneration of the electric motor (3) cannot secure the driving force required for traveling of the vehicle, the driving force of the electric motor (3) is transmitted to the output shaft (CS). And it is good to perform control which assists the driving force of an internal combustion engine (2) with the driving force of this electric motor (3).

  When the sum of the driving force of the internal combustion engine (2) and the driving force of the electric motor (3) at the target rotational speed is larger than the driving power required for traveling of the vehicle, the target rotational speed is the rotation necessary for traveling of the vehicle. When the number is higher than the number, the driving force output to the output shaft is corrected in the decreasing direction by increasing the regenerative torque of the electric motor. On the other hand, when the sum of the driving force of the internal combustion engine (2) and the driving force of the electric motor (3) at the target rotational speed is smaller than the driving force required for traveling of the vehicle, the target rotational speed is When the rotational speed is lower than the required speed, the regenerative torque of the electric motor (3) is decreased to correct the driving force output to the output shaft in the increasing direction. As a result, it is possible to output a driving force that matches the driving force necessary for traveling of the vehicle to the output shaft side while operating the internal combustion engine at the target rotational speed at which the fuel consumption rate is optimal.

  Furthermore, when there is a request for a large amount of driving force for driving the vehicle, such as when the driver of the vehicle requests to increase the driving force (for example, when the accelerator pedal is fully depressed), In addition to reducing the driving force to be used, the driving force of the internal combustion engine may be assisted by the driving force of the electric motor. For example, when the vehicle is traveling on an uphill road, if there is a possibility that the driving force is insufficient, the driving force output to the output shaft side is the sum of the driving force of the internal combustion engine and the driving force of the electric motor. By doing so, the driving force required for starting and running the vehicle is ensured.

  In the hybrid vehicle control device, the control means (10) is configured to detect the second clutch detected by the clutch temperature detection means (35) when the vehicle speed detected by the vehicle speed detection means (39) exceeds a predetermined value. When the temperature becomes equal to or higher than the predetermined value, the first clutch (C1) is released instead of the first travel control, the first speed change mechanism (G1) is shifted to the lowest minimum speed, and the first By releasing the two clutches (C2) and engaging the first clutch (C1), the driving force of the internal combustion engine (2) is reduced to the minimum gear position of the first clutch (C1) and the first transmission mechanism (G1). It is good to implement 2nd driving | running | working control which transmits to an output shaft (CS) via this and makes a vehicle drive | work.

  When the vehicle speed becomes higher than a predetermined value or when the temperature of the second clutch becomes higher than a predetermined value, if the control for changing the engagement amount of the second clutch and starting the vehicle or running at a low speed is continued, May affect durability. In particular, when the second clutch is a dry clutch, there is a risk of deteriorating the second clutch. Therefore, as described above, the vehicle should be avoided from traveling at the lowest gear position of the second transmission mechanism (the even-numbered lowest gear position) via the second clutch depending on the vehicle speed condition or the temperature condition of the second clutch. When the determination is made, the effect on the durability of the second clutch is achieved by switching to the second traveling control in which traveling is performed at the lowest shift speed (odd minimum shift speed) of the first speed change mechanism via the first clutch. It is possible to continue traveling of the vehicle (starting and low-speed traveling) while suppressing the above-mentioned.

  The first traveling control is performed when the remaining capacity of the battery (30) is less than a predetermined amount, and the electric battery (30) is charged by the electric motor (3) by performing the first traveling control. Good. In the first traveling control, the electric power generated by the electric motor can be stored in the capacitor by performing regeneration by the electric motor using the surplus driving force of the internal combustion engine. By performing the control when the remaining capacity of the battery is small, the shortage of the remaining capacity of the battery can be effectively solved.

  In addition, the first traveling control may be performed when the vehicle (1) repeats starting and stopping at a predetermined frequency or more. When the vehicle repeats starting and stopping at a predetermined frequency or more, there is a high possibility that vibration and noise are generated due to a change in the driving force of the internal combustion engine. Therefore, in such a case, if the first traveling control is performed, it is possible to effectively suppress the generation of vibration and noise by correcting the driving force for traveling the vehicle by the amount of regeneration of the electric motor. It becomes.

  Moreover, this invention is equipped with the internal combustion engine (2) and electric motor (3) as a drive source as another aspect, and is selectively connected via a 1st clutch (C1) while being connected to an electric motor (3). The first input shaft (IMS) connected to the engine output shaft (2a) of the internal combustion engine (2) and the engine output shaft (2a) of the internal combustion engine (2) selectively via the second clutch (C2). Arranged between the connected second input shaft (SS), the output shaft (CS) for outputting power to the drive wheels (WR, WL), and the first input shaft (IMS) and the output shaft (CS). The first speed change mechanism (G1) that can set an odd speed and a second speed change mechanism that is arranged between the second input shaft (SS) and the output shaft (CS) and can set an even speed. G2), and a transmission (4) for controlling the internal combustion engine (2) and the electric motor (3) and the transmission (4) A control means (10) for controlling the speed change operation, a battery (30) capable of transferring power between the electric motor (3), and an auxiliary machine (38) driven by power from the battery (30). A control device for a hybrid vehicle comprising vehicle speed detection means (39) for detecting a vehicle speed, wherein the control means (10) is configured to perform a second operation when the vehicle speed detected by the vehicle speed detection means (39) is less than a predetermined value. By engaging the clutch (C2), the driving force of the internal combustion engine (2) is transmitted to the output shaft (CS) via the lowest speed stage of the second speed change mechanism (G2), and the vehicle travels. By making the first transmission mechanism (G1) neutral and engaging the first clutch (C1), a part of the driving force of the internal combustion engine (2) is transmitted to the electric motor (3) by the first clutch (C1). And running control for regeneration by the electric motor (3). In this case, by changing the driving force used for regeneration by the electric motor (3), the driving force of the internal combustion engine (2) transmitted to the output shaft (CS) via the second clutch (C2) is corrected, By performing control to change the engagement amount of the second clutch (C2), the driving force transmitted to the output shaft (CS) by the second clutch (C2) is corrected.

  In a hybrid vehicle including an auxiliary machine that is driven by electric power from a battery, if the auxiliary machine is driven by power from the battery, extra power is required from the battery, and the remaining capacity of the battery is reduced accordingly. In that case, if the above traveling control according to the present invention is performed, the remaining capacity of the battery can be increased by regeneration by the electric motor, and the shortage of the remaining capacity of the battery can be effectively solved. An example of the auxiliary machine is an air conditioner unit having an electric air compressor.

Contact name code in parentheses above, shows the sign of the components in the embodiments described below as an example of the present invention.

According to the hybrid vehicle control device of the present invention, in a hybrid vehicle equipped with a twin clutch type transmission, the driving force of the internal combustion engine is transmitted by the even-numbered clutch and the even-numbered minimum gear to start the vehicle or When driving at low speed, it is possible to improve driving force characteristics of starting or running of the vehicle while ensuring regeneration (charging) by the electric motor.

It is the schematic which shows the structural example of the hybrid vehicle provided with the control apparatus concerning one Embodiment of this invention. FIG. 2 is a skeleton diagram showing a detailed configuration of the transmission shown in FIG. 1. It is a conceptual diagram which shows the engagement relationship of each shaft of the transmission shown in FIG. It is a skeleton figure which shows the transmission path | route of the driving force in a transmission. (A) is a timing chart which shows the change of each value in the driving force correction control concerning this invention, (b) is a timing chart which shows the change of each value in the corresponding conventional driving force correction control. is there. (A) is a timing chart which shows the change of each value in the driving force correction control concerning this invention, (b) is a timing chart which shows the change of each value in the corresponding conventional driving force correction control. is there.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic diagram illustrating a configuration example of a hybrid vehicle including a control device according to an embodiment of the present invention. As shown in FIG. 1, the vehicle 1 according to the present embodiment is a hybrid vehicle equipped with an internal combustion engine 2 and an electric motor 3 as drive sources, and further includes an inverter (electric motor control means for controlling the electric motor 3. ) 20, a battery (power storage device) 30, a transmission (transmission) 4, a differential mechanism 5, left and right drive shafts 6R and 6L, and left and right drive wheels WR and WL. Here, the electric motor 3 is a motor and includes a motor generator, and the battery 30 is a capacitor and includes a capacitor. The internal combustion engine 2 is an engine, and includes a diesel engine, a turbo engine, and the like. The rotational driving force of the internal combustion engine (hereinafter referred to as “engine”) 2 and the electric motor (hereinafter referred to as “motor”) 3 is transmitted to the left and right via the transmission 4, the differential mechanism 5 and the drive shafts 6R and 6L. It is transmitted to the drive wheels WR and WL.

  As shown in FIG. 1, the transmission 4 is connected to the motor 3 and is selectively connected to the crankshaft 2a of the engine 2 via a first clutch (an odd-numbered clutch described later) C1. (Inner main shaft described later) IMS and a second input shaft (outer main shaft or secondary shaft described later) selectively connected to the crankshaft 2a of the engine 2 via a second clutch (even-numbered clutch described later) C2. ) OMS (SS), an output shaft CS that outputs power to the drive wheels WR and WL, and a plurality of shifts that are arranged between the first input shaft IMS and the output shaft CS and belong to an odd number from the lowest gear position A plurality of gears that are set between the first speed change mechanism G1 capable of setting the speed (1, 3, 5th speed, etc.) and the second input shaft OMS (SS) and the output shaft CS and belong to the even number from the lowest speed. Shift stage ( It is configured to include a second transmission mechanism G2 and capable of setting, etc.) 4,6 gear. 1 and FIG. 4 described below show a simplified configuration of the transmission 4, but the detailed configuration of the transmission 4 is represented in the skeleton diagram shown in FIG.

  The vehicle 1 also includes an electronic control unit (ECU) 10 for controlling the engine 2, the motor 3, the transmission 4, the differential mechanism 5, the inverter (electric motor control means) 20, and the battery 30. The electronic control unit 10 is not only configured as a single unit, but also, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor 3 and the inverter 20, and a battery for controlling the battery 30. The ECU may be composed of a plurality of ECUs such as an AT-ECU for controlling the transmission 4. The electronic control unit 10 of the present embodiment controls the engine 2 and also controls the motor 3, the battery 30, and the transmission 4.

  The electronic control unit 10 performs control so that the motor alone travels (EV travel) using only the motor 3 as a power source according to various operating conditions, or performs the engine alone travel using only the engine 2 as a power source. Control is performed so as to perform cooperative traveling (HEV traveling) in which both the engine 2 and the motor 3 are used as power sources. Further, the electronic control unit 10 performs protection control of the inverter 20 in a stalled state of the motor 3 described later and other control necessary for various operations according to various known control parameters.

  In addition, the electronic control unit 10 includes, as control parameters, the accelerator pedal opening from the accelerator pedal sensor 31 that detects the depression amount of the accelerator pedal, and the brake pedal opening from the brake pedal sensor 32 that detects the depression amount of the brake pedal. , The shift position from the shift position sensor 33 that detects the gear stage (shift stage), the remaining capacity from the remaining capacity detector 36 that measures the remaining capacity (SOC) of the battery 30, the odd-numbered clutch C1 or the even-numbered clutch C2 Various signals such as a detected temperature from a clutch temperature sensor (clutch temperature detecting means) 35 for detecting the temperature and a vehicle speed from a vehicle speed sensor (vehicle speed detecting means) 39 for detecting the vehicle speed are inputted. Although not shown in the figure, the electronic control unit 10 further includes a situation of a road on which the vehicle 1 is currently traveling (for example, a flat road, uphill, downhill) from a car navigation system mounted on the vehicle 1 or the like. Data on the slope) may be input.

  The engine 2 is an internal combustion engine that generates a driving force for running the vehicle 1 by mixing fuel with air and burning it. The motor 3 functions as a motor that generates a driving force for running the vehicle 1 using the electric energy of the battery 30 when the engine 2 and the motor 3 collaborate or when only the motor 3 runs alone. In addition, when the vehicle 1 is decelerated, the vehicle 1 functions as a generator that generates electric power by regeneration. During regeneration of the motor 3, the battery 30 is charged with electric power (regenerative energy) generated by the motor 3.

  Further, the vehicle 1 of the present embodiment includes an air conditioner unit (hereinafter referred to as “air conditioner unit”) 38 having an electric compressor driven by electric power from the battery 30 as an on-vehicle auxiliary machine. Although not shown in detail, the air conditioner unit 38 cools the evaporator that vaporizes the refrigerant, the electric compressor that sucks and compresses the refrigerant gas evaporated by the evaporator, and the high-temperature and high-pressure gaseous refrigerant compressed by the electric compressor. And a condenser for liquefying, an expansion valve for converting the high-pressure liquid refrigerant into a low-pressure / low-temperature mist refrigerant, and the like.

  Next, a detailed configuration example of the transmission 4 included in the vehicle 1 of the present embodiment will be described. FIG. 2 is a skeleton diagram illustrating a detailed configuration example of the transmission 4 illustrated in FIG. 1. FIG. 3 is a conceptual diagram showing the engagement relationship of the shafts of the transmission 4 shown in FIG. The transmission 4 is a parallel shaft transmission of 7 forward speeds and 1 reverse speed, and is a dry twin clutch transmission (DCT: dual clutch transmission).

  The transmission 4 includes an inner main shaft (first input shaft) IMS connected to the crankshaft (engine output shaft) 2a of the engine 2 and the motor 3, and an outer main shaft (an outer cylinder of the inner main shaft IMS). Second input shaft) OMS, secondary shaft (second input shaft) SS parallel to inner main shaft IMS, idle shaft IDS, reverse shaft (reverse shaft) RVS, and counter which is parallel to these shafts and forms an output shaft A shaft CS is provided.

  Of these shafts, the outer main shaft OMS is always engaged with the reverse shaft RVS and the secondary shaft SS via the idle shaft IDS, and the counter shaft CS is further always engaged with the differential mechanism 5 (see FIG. 1). Be placed.

  The transmission 4 includes an odd-numbered stage clutch (first clutch) C1 and an even-numbered stage clutch (second clutch) C2. The odd-numbered clutch C1 and the even-numbered clutch C2 are dry-type clutches. The odd-numbered clutch C1 is coupled to the inner main shaft IMS. The even-numbered clutch C2 is coupled to the outer main shaft OMS (a part of the second input shaft) and is connected to the reverse shaft RVS and the secondary shaft SS (first shaft) from the gear 48 fixed on the outer main shaft OMS via the idle shaft IDS. 2 part of the input shaft).

  A sun gear 71 of the planetary gear mechanism 70 is fixedly disposed at a predetermined position near the motor 3 of the inner main shaft IMS. Further, on the outer periphery of the inner main shaft IMS, a carrier 73 of the planetary gear mechanism 70, a third speed drive gear 43, a seventh speed drive gear 47, and a fifth speed drive gear 45 are arranged in this order from the left side in FIG. The third speed drive gear 43 is also used as the first speed drive gear. The third speed drive gear 43, the seventh speed drive gear 47, and the fifth speed drive gear 45 are rotatable relative to the inner main shaft IMS. The third speed drive gear 43 is connected to the carrier 73 of the planetary gear mechanism 70. ing. Further, on the inner main shaft IMS, a 3-7 speed synchromesh mechanism 81 is provided between the 3rd speed drive gear 43 and the 7th speed drive gear 47 so as to be slidable in the axial direction. Corresponding to this, a 5-speed synchromesh mechanism 82 is provided so as to be slidable in the axial direction. The gear stage is connected to the inner main shaft IMS by sliding the synchromesh mechanism corresponding to the desired gear stage to put the gear stage in sync. These gears and synchromesh mechanisms provided in association with the inner main shaft IMS constitute a first transmission mechanism G1 for realizing odd-numbered shift stages. The drive gears 43, 45, and 47 are odd-numbered gears according to the present invention, and the synchromesh mechanisms 81 and 82 are the first synchronous coupling device according to the present invention. The drive gears 43, 45, 47 of the first transmission mechanism G1 mesh with corresponding driven gears (output gears) 51, 52, 53 provided on the countershaft CS to drive the countershaft CS to rotate.

  On the outer periphery of the secondary shaft SS (second input shaft), a second speed drive gear 42, a sixth speed drive gear 46, and a fourth speed drive gear 44 are disposed so as to be relatively rotatable in order from the left side in FIG. The Further, on the secondary shaft SS, a 2-6 speed synchromesh mechanism 83 is provided between the 2nd speed drive gear 42 and the 6th speed drive gear 46 so as to be slidable in the axial direction. Correspondingly, a 4-speed synchromesh mechanism 84 is provided so as to be slidable in the axial direction. Also in this case, the gear stage is connected to the secondary shaft SS (second input shaft) by sliding the synchromesh mechanism corresponding to the desired gear stage to insert the gear stage. These gears and the synchromesh mechanism provided in association with the secondary shaft SS (second input shaft) constitute a second transmission mechanism G2 for realizing an even number of shift stages. The drive gears 42, 44, 46 are even-numbered gears according to the present invention, and the synchromesh mechanisms 83, 84 are the second synchronous coupling device according to the present invention. Each drive gear of the second speed change mechanism G2 also meshes with corresponding driven gears 51, 52, 53 provided on the countershaft CS to rotationally drive the countershaft CS. The gear 49 fixed to the secondary shaft SS is coupled to the gear 55 on the idle shaft IDS, and is coupled from the idle shaft IDS to the even-numbered clutch C2 via the outer main shaft OMS.

  A reverse gear 58 is relatively rotatably arranged on the outer periphery of the reverse shaft RVS. On the reverse shaft RVS, a reverse synchromesh mechanism (reverse synchronous engagement device) 85 corresponding to the reverse gear 58 is slidable in the axial direction, and the gear 50 is engaged with the idle shaft IDS. Is fixed. These gears and synchromesh mechanisms provided in association with the reverse shaft RVS constitute a reverse speed change mechanism GR for realizing a reverse stage. When the vehicle 1 moves backward (reverse running), the synchromesh mechanism 85 is synchronized and the even-numbered clutch C2 is engaged, whereby the even-numbered clutch C2 is rotated via the outer main shaft OMS and the idle shaft IDS. Is transmitted to the reverse shaft RVS, and the reverse gear 58 is rotated. The reverse gear 58 meshes with the gear 56 on the inner main shaft IMS, and when the reverse gear 58 rotates, the inner main shaft IMS rotates in the direction opposite to that during forward movement. The rotation of the inner main shaft IMS in the reverse direction is transmitted to the counter shaft CS via the third speed drive gear 43 connected to the planetary gear mechanism 70.

  On the countershaft CS, in order from the left side in FIG. 2, the 2-3 speed driven gear 51, the 6-7 speed driven gear 52, the 4-5 speed driven gear 53, the parking gear 54, and the final drive gear are arranged. 55 is fixedly arranged. The final drive gear 55 meshes with a differential ring gear (not shown) of the differential mechanism 5, whereby the rotation of the counter shaft CS is transmitted to the input shaft (that is, the vehicle propulsion shaft) of the differential mechanism 5. . The ring gear 75 of the planetary gear mechanism 70 is provided with a brake 41 for stopping the rotation of the ring gear 75.

  In the transmission 4 configured as described above, when the synchromesh sleeve of the 2-6 speed synchromesh mechanism 83 is slid leftward, the 2nd speed drive gear 42 is coupled to the secondary shaft SS, and when slid rightward, the 6th speed drive gear 46 is connected. Is coupled to the secondary shaft SS. When the synchromesh sleeve of the 4-speed synchromesh mechanism 84 is slid rightward, the 4-speed drive gear 44 is coupled to the secondary shaft SS. By engaging the even-numbered clutch C2 with the even-numbered drive gear selected in this way, the transmission 4 is set to an even-numbered gear (second speed, fourth speed, or sixth speed).

  When the sync sleeve of the 3-7 speed synchromesh mechanism 81 is slid to the left, the 3rd speed drive gear 43 is coupled to the inner main shaft IMS to select the 3rd speed, and when it is slid to the right, the 7th speed is driven. The gear 47 is coupled to the inner main shaft IMS to select the seventh speed. When the synchromesh sleeve of the 5-speed synchromesh mechanism 82 is slid rightward, the 5-speed drive gear 45 is coupled to the inner main shaft IMS, and the 5-speed gear stage is selected. In a state (neutral state) in which none of the gears 43, 47, 45 is selected by the synchromesh mechanisms 81, 82, the rotation of the planetary gear mechanism 70 is transmitted to the countershaft CS via the gear 43 connected to the carrier 73, The first gear is selected. By engaging the odd-numbered clutch C1 with the odd-numbered drive gear selected, the transmission 4 is set to an odd-numbered gear (1st, 3rd, 5th, or 7th). The

  Determination of the shift speed to be realized in the transmission 4 and control for realizing the shift speed (selection of shift speeds in the first transmission mechanism G1 and the second transmission mechanism G2, that is, synchro switching control, and odd-numbered clutch C1 The control of the engagement and disengagement of the even-numbered clutch C2 and the like are performed by the electronic control unit 10 in accordance with the driving situation as is well known.

  FIG. 4 is a schematic skeleton diagram showing the transmission path of the driving force in the transmission 4. When the vehicle speed of the vehicle 1 detected by the vehicle speed sensor 39 is lower than a predetermined threshold value (for example, about 10 km / h), the second speed drive gear 42 (see FIG. 2) of the second speed change mechanism G2 is set to the in-gear. By engaging the even-numbered clutch C2, the driving force of the engine 2 is driven at the lowest gear position of the second transmission mechanism G2 (the even-numbered lowest gear position) as in the power transmission path shown by the solid line in FIG. A second speed start mode and a travel mode in which the vehicle 1 starts and travels at a low speed by being transmitted to the output shaft CS via a certain second speed (second speed drive gear 42) are possible. At this time, by setting the first transmission mechanism G1 to neutral and engaging the odd-numbered clutch C1, a part of the driving force of the engine 2 is generated by the odd-numbered clutch C1 as in the power transmission path indicated by the dotted line in FIG. It can transmit to the motor 3 and the regeneration by the motor 3 can be performed. Hereinafter, this travel control mode is referred to as a first travel control mode.

  Then, when the first travel control mode is being executed, the driving force used for regeneration by the motor 3 is changed to correct the driving force of the engine 2 transmitted to the output shaft CS (driving force). Correction control). Hereinafter, specific modes of the control will be described in detail.

  FIG. 5A is a diagram for explaining an example of the driving force correction control according to the present invention in the first traveling control, in which the start target engine speed, the engine torque, and the even number when the control is performed. It is a timing chart which shows change of each value of a stage clutch torque, an odd number stage clutch torque, and a motor torque. The start target engine speed here is a target speed at which the fuel consumption rate of the engine 2 is optimal when the vehicle starts. The engine torque is torque output from the engine 2, and the motor torque is torque output from the motor 3. In addition, when performing regeneration (charging the battery 30) with the motor 3, the motor torque (charging torque) is a negative value (a value less than 0 Nm). The even-numbered clutch torque and the odd-numbered clutch torque are torques transmitted through the even-numbered clutch C2 and the odd-numbered clutch C1.

  In the control of the transmission 4 according to this embodiment, the distribution of the driving force of the engine 2 and the motor 3 with respect to the target driving force of the vehicle 1 (driving force necessary for traveling of the vehicle 1) is determined in advance. In the example shown in FIG. 5A, the sum of the driving force (engine torque) of the engine 2 and the driving force (motor torque) of the motor 3 at the start target engine speed is the driving force required for traveling of the vehicle. If the starting target engine speed is higher than the engine speed required for traveling of the vehicle when the engine speed is greater than (even-numbered clutch torque), as shown in the timing chart of FIG. Control to increase (charge torque) is performed. In the figure, the portion A shaded with respect to the amount of change in the motor torque is the amount by which the regenerative torque of the motor 3 is increased. That is, the engine rotational speed is controlled by increasing the regenerative torque of the motor 3 so as to correspond to the rotational speed transmitted to the output shaft CS side through the second speed stage of the second transmission mechanism G2.

  FIG. 5B is a diagram for explaining an example of the conventional driving force correction control in the first traveling control (conventional control corresponding to the control in FIG. 5A). 7 is a timing chart showing changes in values of the starting target engine speed, engine torque, even-numbered clutch torque, odd-numbered clutch torque, and motor torque. In the conventional driving force correction control, the sum of the driving force (engine torque) of the engine 2 and the driving force (motor torque) of the motor 3 at the start target engine speed is the driving force (even-numbered steps) required for traveling of the vehicle. In the case where the starting target engine speed is higher than the engine speed required for traveling of the vehicle, the output torque of the engine 2 is decreased as shown in the timing chart of FIG. I was doing control. In the figure, the portion C shaded with respect to the amount of change in engine torque is the amount by which the output torque of the engine 2 is reduced. That is, the engine speed is controlled by decreasing the output torque of the engine 2 so as to correspond to the speed transmitted to the output shaft CS side through the second speed stage of the second speed change mechanism G2.

  FIG. 6A is a diagram for explaining another example of the driving force correction control according to the present invention in the first travel control, in which the start target engine speed, the engine torque, It is a timing chart which shows change of each value of even number stage clutch torque, odd number stage clutch torque, and motor torque.

  In the example shown in FIG. 6A, the sum of the driving force (engine torque) of the engine 2 and the driving force (motor torque) of the motor 3 at the start target engine speed is the driving force (even number) required for traveling of the vehicle. If the starting target engine speed is lower than the engine speed required for traveling of the vehicle when it is smaller than the step clutch torque), as shown in the timing chart of FIG. ) Is reduced. In the same figure, the portion B shaded with respect to the amount of change in motor torque is the amount by which the regenerative torque of the motor 3 is reduced. That is, the engine speed is controlled by reducing the regenerative torque of the motor 3 so as to correspond to the speed transmitted to the output shaft CS via the second speed change mechanism G2.

  FIG. 6B is a diagram for explaining an example of the conventional driving force correction control in the first traveling control (conventional control corresponding to the control in FIG. 6A). 7 is a timing chart showing changes in values of the starting target engine speed, engine torque, even-numbered clutch torque, odd-numbered clutch torque, and motor torque. In the conventional driving force correction control, the sum of the driving force (engine torque) of the engine 2 and the driving force (motor torque) of the motor 3 at the start target engine speed is the driving force (even-numbered steps) required for traveling of the vehicle. When the starting target engine speed is lower than the engine speed required for vehicle travel, as shown in the timing chart of FIG. Control was performed to reduce even-numbered clutch torque. In the figure, the portion D shaded with respect to the amount of change in the even-numbered clutch torque is the amount by which the even-numbered clutch torque is reduced. That is, the engine speed is controlled by reducing the transmission torque of the even-numbered clutch C2 so as to correspond to the speed transmitted to the output shaft CS via the second speed change mechanism G2.

  As described above, according to the driving force correction control according to the present invention (the control shown in FIGS. 5A and 6A), the second speed change mechanism is controlled from the engine by adjusting the regeneration amount of the motor 3. The driving force for driving the vehicle transmitted to the output shaft CS via the G2 second speed driving gear can be corrected. As a result, the driving force for traveling the vehicle can be accurately corrected without changing the driving force (engine torque) of the engine 2. Accordingly, it is not necessary to reduce the output of the engine 2 as in the conventional control (the control shown in FIG. 5B), so that the regeneration amount of the motor 3 can be secured and the engine 2 has an optimum fuel consumption rate. The vehicle can be driven in a state along the bottom line of the BSFC, and the fuel efficiency of the vehicle can be improved. In addition, it is possible to effectively suppress the generation of vibration and noise due to the change in the driving force of the engine 2 regardless of the running state of the vehicle, such as when starting or running at an extremely low speed. Further, since the driving force of the engine 2 can be corrected without releasing the engagement of the even-numbered clutch C2 (decreasing the transmission torque) as in the conventional control (the control shown in FIG. 6B), the behavior of the vehicle It does not affect the

  In the driving force correction control according to the present invention shown in FIG. 5 (a) or FIG. 6 (a), the control for changing the engagement amount (engagement amount) of the even-numbered clutch C2 (even-numbered clutch C2 is changed). By performing the control of sliding in a half-engaged state, the driving force of the engine 2 transmitted to the output shaft CS is corrected by the even-numbered clutch C2. Specifically, in the example shown in FIG. 5A, the amount of engagement of the even-numbered stage clutch C2 (even-numbered stage clutch torque) is controlled to gradually increase. In the example shown in FIG. Control is performed such that the engagement amount (even-numbered clutch torque) of the clutch C2 is gradually reduced. As a result, the driving force of the engine 2 transmitted to the output shaft CS side can be gradually changed, so that the driving force can be finely controlled and the driving force characteristics of the vehicle can be further improved.

  In the example shown in FIG. 6A, control for reducing the regenerative torque (charging torque) of the motor 3 is performed. In this control, the vehicle 1 travels only by control for reducing the regenerative torque of the motor 3. If the driving force required for the motor 2 cannot be secured, the illustration is omitted, but the driving force (motor torque) of the motor 3 is transmitted to the output shaft CS to drive the engine 2 with the driving force (motor torque) of the motor 3. Control to assist force (engine torque) may be performed.

  When there is a request for a large amount of driving force for driving the vehicle, such as when there is a request for an increase in driving force by the driver of the vehicle (for example, when the accelerator pedal is fully depressed), the regenerative torque by the motor 3 is In addition to the reduction, it is preferable that the driving force of the engine 2 is assisted by the driving force of the motor 3. For example, when there is a possibility that the driving force is insufficient when the vehicle 1 is traveling on an uphill road, the driving force output to the output shaft CS by assisting the motor 3 is used as the driving force of the engine 2. By setting the total driving force of the motor 3, the driving force necessary for starting and traveling of the vehicle 1 can be ensured.

  Further, the driving force correction control according to the present invention in the first traveling control described above is performed when the remaining capacity (SOC) of the battery 30 detected by the remaining capacity detector 36 is smaller than a predetermined amount. Good. In the driving force correction control, the electric power generated by the motor 3 can be stored in the battery 30 by performing regeneration by the motor 3 using the surplus driving force of the engine 2. Therefore, by performing the driving force correction control when the remaining capacity of the battery 30 is small, the shortage of the remaining capacity of the battery 30 can be effectively solved.

  In addition, the driving force correction control according to the present invention in the first traveling control described above may be performed when the vehicle 1 repeats starting and stopping at a predetermined frequency or more (during traveling on a congested road). . That is, when the vehicle is traveling on a congested road, by engaging the even-numbered clutch C2, the driving force of the engine 2 is transmitted to the output shaft CS via the second gear of the second speed change mechanism G2, and the vehicle It is good to run.

  When the vehicle 1 repeats starting and stopping at a predetermined frequency or more, there is a high possibility that vibration and noise are generated due to a change in the driving force of the engine 2. Therefore, in such a case, if the driving force for driving the vehicle is corrected by the regenerative amount of the motor 3 by performing the driving force correction control according to the present invention, the generation of vibration and noise is effectively prevented. It becomes possible to suppress.

  Moreover, the vehicle 1 of this embodiment is provided with the air-conditioner unit 38 which has an electric air compressor driven with the electric power from the battery 30 as mentioned above. In such a hybrid vehicle including the air conditioner unit 38 driven by the electric power from the battery 30, when the air conditioner unit 38 is driven by the electric power from the battery 30, the battery 30 needs extra electric power. Capacity is reduced. In that case, if the driving force correction control according to the present invention is performed, the remaining capacity of the battery 30 can be increased by regeneration by the electric motor 3, so that the shortage of the remaining capacity of the battery 30 can be effectively solved. it can.

  Further, when the first traveling control is being performed, when the vehicle speed detected by the vehicle speed sensor 39 exceeds a predetermined value (for example, about 10 km / h or more), or even-numbered clutch detected by the clutch temperature sensor 35 When the temperature of C2 becomes equal to or higher than the predetermined temperature, the odd-numbered clutch C1 is released, the first transmission mechanism G1 is shifted to the first gear (the odd-numbered lowest gear), and then the even-numbered clutch C2 is switched on. By releasing and engaging the odd-numbered clutch C1, the driving force of the engine 2 is transmitted to the output shaft CS via the odd-numbered clutch C1 and the first speed of the first speed change mechanism G1 to drive the vehicle. Switch to travel control.

  When the vehicle speed exceeds a predetermined value or when the temperature of the even-numbered clutch C2 becomes equal to or higher than a predetermined value, the first traveling control for starting the vehicle 1 or traveling at a low speed by changing the engagement amount of the even-numbered clutch C2 is performed. If it continues, there is a risk of affecting the durability of the even-numbered clutch C2. In particular, when the even-numbered clutch C2 is a dry clutch, there is a risk that deterioration of the even-numbered clutch C2 is accelerated. Therefore, as described above, when it is determined that traveling of the vehicle 1 at the second speed via the even-numbered clutch C2 (starting and low-speed traveling) should be avoided according to the vehicle speed condition or the temperature condition of the even-numbered clutch C2. By switching to the second travel control that travels at the first speed of the first speed change mechanism G1 via the odd-numbered clutch C1, the vehicle 1 travels (start and low speed) without reducing the durability of the even-numbered clutch C2. Traveling) can be continued.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible. For example, in the above embodiment, an air conditioner unit having an electric air compressor is shown as an example of an in-vehicle auxiliary machine driven by electric power from the battery 30, but an auxiliary machine driven by electric power from the electric storage device according to the present invention is Other types of auxiliary machines may be used.

  The detailed configuration of the transmission shown in FIGS. 2 and 3 is an example, and the transmission (twin clutch type transmission) according to the present invention is a transmission having at least the basic configuration shown in FIG. If there are, the detailed structure is not limited to what is shown in FIG.2 and FIG.3, The other structure may be provided.

1 vehicle (hybrid vehicle)
2 Engine (Internal combustion engine)
2a Crankshaft (engine output shaft)
3 Motor (electric motor)
4 Transmission 10 Electronic control unit (control means)
30 battery (capacitor)
31 Accelerator pedal sensor 32 Brake pedal sensor 33 Shift position sensor 35 Clutch temperature sensor (clutch temperature detecting means)
36 Remaining capacity detector (remaining capacity detecting means)
38 Air conditioner unit (auxiliary machine)
39 Vehicle speed sensor (vehicle speed detection means)
43, 45, 47 Drive gear (odd gear)
42, 44, 46 Drive gear (even-numbered gear)
70 Planetary gear mechanism 81, 82 Synchromesh mechanism (first synchronous coupling device)
83,84 Synchromesh mechanism (second synchronous coupling device)
85 Reverse synchromesh mechanism C1 Odd-stage clutch (first clutch)
C2 Even-numbered clutch (second clutch)
CS counter shaft (output shaft)
G1 First transmission mechanism G2 Second transmission mechanism IDS Idle shaft IMS Inner main shaft (first input shaft)
OMS outer main shaft (second input shaft)
RVS reverse shaft (reverse shaft)
SS Secondary shaft (second input shaft)
WR, WL Drive wheel

Claims (9)

With an internal combustion engine and electric motor as drive sources,
A first input shaft connected to the electric motor and selectively connected to an engine output shaft of the internal combustion engine via a first clutch;
A second input shaft selectively connected to the engine output shaft of the internal combustion engine via a second clutch;
An output shaft that outputs power to the drive wheel side;
A first transmission mechanism arranged between the first input shaft and the output shaft and capable of setting an odd number of shift stages;
A transmission having a second transmission mechanism arranged between the second input shaft and the output shaft and capable of setting an even-numbered shift stage;
A battery capable of transferring power to and from the motor;
Control means for controlling the internal combustion engine and the electric motor and controlling the speed change operation of the transmission, and a hybrid vehicle control device comprising:
Vehicle speed detection means for detecting the vehicle speed,
The control means includes
When the vehicle speed detected by the vehicle speed detection means is less than a predetermined value,
By engaging the second clutch, the driving force of the internal combustion engine is transmitted to the output shaft via the lowest gear position of the second transmission mechanism to drive the vehicle, and the first transmission mechanism is neutralized. And, by engaging the first clutch, the first clutch transmits a part of the driving force of the internal combustion engine to the electric motor and regenerates the electric motor.
During the first traveling control, the driving force used for regeneration by the electric motor is changed to correct the driving force of the internal combustion engine transmitted to the output shaft via the second clutch, and By controlling the amount of engagement of the two clutches, the driving force transmitted to the output shaft by the second clutch is corrected,
When the vehicle speed detected by the vehicle speed detection means is equal to or higher than a predetermined value,
Instead of the first travel control, the first clutch is released, the first speed change mechanism is shifted to an odd lowest speed, and then the second clutch is released and the first clutch is engaged. Thus, the second traveling control is performed in which the driving force of the internal combustion engine is transmitted to the output shaft via the first clutch and the lowest shift speed of the first transmission mechanism to cause the vehicle to travel. A hybrid vehicle control device. With an internal combustion engine and electric motor as drive sources,
A first input shaft connected to the electric motor and selectively connected to an engine output shaft of the internal combustion engine via a first clutch;
A second input shaft selectively connected to the engine output shaft of the internal combustion engine via a second clutch;
An output shaft that outputs power to the drive wheel side;
A first transmission mechanism arranged between the first input shaft and the output shaft and capable of setting an odd number of shift stages;
A transmission having a second transmission mechanism arranged between the second input shaft and the output shaft and capable of setting an even-numbered shift stage;
A battery capable of transferring power to and from the motor;
Control means for controlling the internal combustion engine and the electric motor and controlling the speed change operation of the transmission, and a hybrid vehicle control device comprising:
Vehicle speed detection means for detecting the vehicle speed;
Clutch temperature detecting means for detecting the temperature of the second clutch,
The control means includes
When the vehicle speed detected by the vehicle speed detection means is less than a predetermined value,
By engaging the second clutch, the driving force of the internal combustion engine is transmitted to the output shaft via the lowest gear position of the second transmission mechanism to drive the vehicle, and the first transmission mechanism is neutralized. And, by engaging the first clutch, the first clutch transmits a part of the driving force of the internal combustion engine to the electric motor and regenerates the electric motor.
During the first traveling control, the driving force used for regeneration by the electric motor is changed to correct the driving force of the internal combustion engine transmitted to the output shaft via the second clutch, and By controlling the amount of engagement of the two clutches, the driving force transmitted to the output shaft by the second clutch is corrected,
When the temperature of the second clutch detected by the clutch temperature detection means becomes a predetermined temperature or higher,
The first clutch is disengaged, the first speed change mechanism is shifted to an odd-numbered minimum speed, the second clutch is disengaged, and the first clutch is engaged, thereby increasing the driving force of the internal combustion engine. A control apparatus for a hybrid vehicle, wherein a second traveling control is performed in which the vehicle is caused to travel by being transmitted to the output shaft via the first clutch and the minimum gear position of the first transmission mechanism. The control of the second clutch control apparatus for a hybrid vehicle according to claim 1 or claim 2, wherein the controller controls so as to gradually change the engagement of the second clutch. A target engine speed calculating means for calculating a target engine speed at which the fuel consumption rate of the internal combustion engine is optimal;
The control means includes
In the case where the sum of the driving force of the internal combustion engine and the driving force of the electric motor at the target rotational speed calculated by the target rotational speed calculating means is larger than the driving force required for traveling of the vehicle, the target rotational speed is The control apparatus for a hybrid vehicle according to claim 1 or 2 , wherein control is performed to increase a driving force used for regeneration of the electric motor when the rotational speed is higher than that required for traveling of the vehicle. A target engine speed calculating means for calculating a target engine speed at which the fuel consumption rate of the internal combustion engine is optimal;
The control means includes
In the case where the sum of the driving force of the internal combustion engine and the driving force of the electric motor at the target rotational speed calculated by the target rotational speed calculating means is smaller than the driving force required for traveling of the vehicle, the target rotational speed is The control apparatus for a hybrid vehicle according to claim 1 or 2 , wherein when the number of revolutions is lower than that required for traveling of the vehicle, control is performed to reduce a driving force used for regeneration of the electric motor. In the case where it is not possible to ensure the driving force necessary for traveling of the vehicle only by the control for reducing the driving force used for regeneration of the electric motor,
6. The control apparatus for a hybrid vehicle according to claim 5 , wherein the driving force of the electric motor is transmitted to the output shaft, and the driving force of the electric motor is used to assist the driving force of the internal combustion engine. Comprising a remaining capacity detecting means for detecting the remaining capacity of the battery;
The first travel control is performed when the remaining capacity of the battery detected by the remaining capacity detection means is less than a predetermined amount,
Control apparatus for a hybrid vehicle according to claim 1 or claim 2, characterized in that charging of the capacitor in the electric motor by the practice of the running control of the first. 3. The hybrid vehicle control device according to claim 1, wherein the first traveling control is performed when the vehicle repeats starting and stopping at a frequency more than a predetermined frequency. 4. Control apparatus for a hybrid vehicle according to claim 1 or claim 2, characterized in that it comprises an auxiliary machine driven by the power from the capacitor.

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